Summary The Arrow Air cargo DC-8-63 aircraft, N441J, serial number 45988, was on a flight from Norfolk, Virginia, to Bahrain, with a planned technical stop in Gander. The five people on board were the captain, first officer, second officer and two cargo specialists. The cruise portion of the flight to Gander was uneventful. During descent, the controller at Gander Area Control Center (ACC) informed the flight crew to expect the straight in approach to Runway04. The crew flew a radar-vectored, ILS (instrument landing system) approach to Runway04 and landed, the aircraft touching down firmly 2800to 3500feet beyond the runway threshold at approximately 180knots groundspeed. At the time of landing, there was a nine-knot tailwind component and the runway was wet. After landing, the captain immediately applied reverse thrust and wheel braking; however, the aircraft could not be stopped before the runway end. It struck wooden barricades at the far end of the runway and came to rest between 6400and 7100feet from touchdown, 10000feet from the runway threshold and 100feet beyond the barricades (SeeAppendixA). After determining that there was no damage to the aircraft, the crew taxied the aircraft to the main terminal apron. There were no injuries. The incident occurred at 1135 Newfoundland daylight time. Ce rapport est galement disponible en franais. Other Factual Information While N441J was in descent to Gander, the ACC controller informed the crew that the winds at Gander were from 190magnetic(M) at 10knots, and suggested Runway22 for the approach. The captain accepted the offer for Runway22 and was given initial vectors for the approach. The ACC controller then contacted the tower controller to advise that the flight was 25miles to the west for landing Runway22. The tower controller advised the ACC controller that the threshold for Runway22 had been displaced because of construction, and that there was no approach lighting on Runway22. The ACC controller then informed the flight crew of this, and the crew requested an ILS approach to Runway04 with a circling approach for Runway22. The ACC controller then informed N411J that the cloud ceiling at Gander was 800feet. As the circling altitude is 1000feet, the crew decided they would continue the ILS approach to Runway 04 and land on Runway04. The aircraft was 8.5nautical miles west of the airport. ACC vectored the aircraft for the straight-in ILS approach and, as the aircraft intercepted the localizer, the crew was asked to contact Gander tower. The tower controller issued landing clearance and advised that the surface wind was from 190M at 10knots. The temperature at the time was 10C. The captain requested a surface wind check, and the tower controller repeated the surface wind condition. Inside the final approach fix, the aircraft groundspeed was between 190and 200knots, and the average rate of descent was 1000feet per minute. At about 500feet above ground level the captain reduced the engines to idle. Information from the flight data recorder (FDR) showed that the engines reached full idle about 16seconds prior to touchdown. The aircraft crossed the runway threshold at approximately 90feet above the runway and at 190knots groundspeed. A runway analysis chart is used to calculate the maximum landing weight of the aircraft for a particular runway. The chart takes into account wind and runway surface conditions and is based on the aircraft touching down at the calculated landing speed. The runway analysis chart used by the crew indicated a 1020feet runway length reduction, leaving a usable runway length of 9180feet. It should actually have reflected information from a published NOTAM indicating that the threshold of Runway22 had been relocated 1100feet (from 10200feet to 9100feet), leaving a landing distance available for Runway04 of 9100feet. The crew calculated the maximum landing weight, using zero wind conditions and wet runway conditions, and arrived at a value of 255400pounds. However, a nine-knot tailwind component existed at the time. For each knot of tailwind, the maximum landing weight must be reduced by 3200pounds. With the nine-knot tailwind, the maximum landing weight would be reduced by 28800pounds. This would result in a maximum landing weight of 226600pounds. The actual landing weight of the aircraft was 249500pounds, 22900pounds over the chart maximum. The landing reference speed is referred to as VRef, and is based upon a particular flap setting and aircraft weight. For the landing on Runway04, the crew calculated a VRef of 144knots indicated airspeed (KIAS) at a flap setting of 35degrees. For the occurrence aircraft, this would be the minimum speed until initiation of the landing flare. FDR data indicates that the aircraft touchdown speed was 158to 168KIAS. The aircraft operating manual states that, on approach, airspeed must be within +10KIAS of the target airspeed, with the nominal touchdown point on landing 1000feet past the runway threshold. The manual also states that touchdown should be accomplished within minus 500to plus 1500feet from the nominal touchdown point, that is, from 500feet to 2500feet beyond the runway threshold. The FDR recorded airspeed parameter was inaccurate, and ATC radar information was used to establish the aircraft's speed. TSB Engineering Branch analysis of the FDR found that, in addition to the recorded airspeed errors, the longitudinal and vertical acceleration inputs into the FDR were wired incorrectly and the parameters were reversed. Also, the roll parameter was functioning only intermittently. All other FDR parameters appeared to be valid and no corrections were applied. The established requirement for FDR calibration is every 5900airframe hours or every two years. The date of the most recent FDR calibration prior to the incident could not be ascertained. The longitudinal acceleration values indicate that no significant loss of friction occurred between the tires and the runway. In addition, there was no visible damage on the main landing gear tires and no tire marks on the runway. These factors indicate that hydroplaning did not occur during the landing. Engineering landing simulations for the wet runway were conducted by the manufacturer. These resulted in a nominal stopping distance of 5940feet for a flap setting of 35degrees.